Internal-combustion engine



(5.1. BRAUNING.

INTERNAL COMBUSTION ENGINE.

APPiLlcArloN FILED oc. 16. 191s.

l ,$324,298. Patented Dec. 9, 1919.

4 SHEETS-SHEET 1.

I! is INVENTOR.

WITESESES: 'l

ATTORNEY G. I. BRAUNING.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OCT. I6, 1916.

Patented Deo. 9,1919.

4 SHEETSr-SHEET 2.

NVENTqR.

TORNEY TNESSES:

ZVGZM APPLICATION FILED OCT-16,1916.

Patented Dec. 9, 1919.

4 SHEETS-SHEET 3.

FS/,n lll ,Y U I II Si e i w m ,JIif/ WTNES'SES:

(5.1. BRAUNING.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED ocr. le. 191e.

l ,$24,298. Patented Dec. 9, 1919.

4 SHEETS-SHEET 4.

WITNESSES: (g M '5m A TT ORNEY UNITED STATES PATEN GoTTLoB J. BRAUNING, oF DET-R011', MICHIGAN.

IN TERN AL-COMBUSTIQN ENGINE.

Application led October 1G, 1916.

able others skilled in the art to which it ap-` pertains to make and use the same.

My invention relates to improvements in internal combustion engines and has for its main object to provide an engine of this character which may be operated interchangeably and simultaneously as an inspiration and as an `injection motor.

Further objects of the invention are:

First: To provide a motor of the kind specified adapted to consume either low gravity h vdrocarbons, such for example as gasolene, or high gravity hydrocarbons such as kerosene or so-called fuel oils of various grades, or mixtures of the same in any delsired proportions.

Second: To provide means connected with several sources of supply of hydrocarbons of various specific grav'ities for introducing any or all of same into the motor cylinder or cylinders in any desired quantities and relative proportions controllable during operai tion of the motor by the operator thereof.

Third: To provide means as set forth in the preceding paragraph for introducing suolil hydro-carbone directly into the motor cylinder or cylinders under pressure, alone, or admixed With air.

Fourth: To provide a motor in whichv air under high pressure is injected into the cylinder or cylinders subsequent to the admission thereto and compression therein of a charge of combustible fluid.

Fifth: To provide amotor in which air under high pressure and at high temperature (preferably .sufiicient to, vaporize the heaviest hydro-carbon adapted to be employed) either alone or admiXed with hydrocarbon is injected into the cylinder or cylinders subsequent to the admission thereto andcompreasion therein of a charge `of combustible fluid.

Sixth: To provide a motor including in its fuel-introducing elements, means for sup'- 'plying water or the like for obviating car- Specication of Letters Patent.

Patented Dec. 9, 1919.

serial No. 126,000.

bonizat-ion of the cylinders and promoting combustion of the heavier hydrocarbons employed.

Seventh: To provide in a motor of the kind specified means for introducing heated air under high pressure into the cylinder very suddenly and in such a manner relatively to hydrocarbon to be introduced into the same as to not only atomize or vaporize the same, but also in such a manner as to cause such air and hydrocarbon to be instantly and uniformly distributed and admiXed with the gaseous contentsl of the cylinder to expedite combustion and render the same uniform and complete throughout the combustion chamber of the cylinder.

Eighth: To provide' a motor of the kind specified equipped with means for primarily heating the combustible charge introduced into the cylinder or cylinders and subsequently further heating the salne to the point of ignition Without recourse to special ignition means.

Ninth: To provide in a motor of the kind specified a fuel injection pump or pumps which may be easily and quickly adjustable to vary the volume of fuel fed thereby at eac-h delivery stroke.

Other objects of the invention will appear from the following specification. Y

The invention consists in the features of construction and combinations of parts eX- emplified in the accompanying drawings illustrating a suitable embodiment of the invention, in which:

Figure *1 is a view in side elevation of an internal V'combustion motor constructed in accordance with my invention. y Fig. -2-' is a rear elevation of the same..

Fig. -3- is a vertical longitudinal section of the same on the line 3 3 of Fig. *2-- Fig. llis a plan section of the same on the line -l-l of Fig. -3-.

Fig. -5 is a detail sectional View showing a three-way cock employed.

Fig. -6- is a fragmentary detail section showingan injection nozzle employed.

Figs. 7 and 8 are detail transverse sections of a nozzle for feeding low gravity fuel to the air inducted into the cylinders, and show said nozzle in closed and open positions respectively.

In the accompanying drawings l have illustrated my invention as embodied in a one-cylinder, two cycle motor, it being obvious, of course, that the number of cylinders may be multiplied to any desired extent, and that the invention may also be embodied in a single or multi-cylinder four cycle motor by means of such slight changes in construction as would be obvious to persons skilled in the art, the invention including all changes and variations in construction and adaptation as are included within the meaning of the appended claims.

Referring now particularly to Fig. 3- of the drawings it will be seen that the motor comprises the cylinder 1l and a sealed crank case 2 communicating with the lower open end of the cylinder. rllhe cylinder head is provided with asu-bstantially spherical heating chamber 3 which communicates at its lower end with the compression chamber of the cylinder 1. In the cylinder is a trunk piston 4 which is connected by means of the pitman 5 with the crank shaft 6. The piston head is provided with an inclined surface portion 7 and arcuate edge recess or delecting `shield 8, the purpose of which will be hereinafter more fullv set forth. The cylinder is further rovided with a spark plug or ignition devlce 9 of any suitable construction connected in the usual manner with a source of current or other ignition means. The compression end portion of the cylinder is provided with a water jacket 10 below which are other chambers which will be hereinafter more particu' larly described. f

As previously stated, the motor may be used as an inspiration or injection motor, and I will first describe the same as used as an inspiration motor so that the same may be more readily understood. At one side of the cylinder is an air induction port 11 which is controlled by a fiat disk valve 12, the latter being normally maintainedv closed by means of a spring 13, and being opened against the action of saidspring by means of the rocking lever 14 rigid with the shaft or stem of said valve, and which is suitably connected with that operative part of the motor controlling the fuel supply for actuatingv the same at proper intervals relativelv to the latter. Contiguous to the induction port is a gasolene or low gravitycarbon liquid supply nozzle 15 which is adapted, as Will be hereinafter more fully explained, to project fuel into the path of the air entering said port 11. The latter communicates with the interior of the cylinder 1 through the inlet transfer port 16 which communicates also with the crank case 2 by means of the passage 17 opening into said crank case at one end and into said transfer port 16 at its other end. The transfer port 16 is controlledby the piston 4, being opened to admit a charge to the cylindcr as the piston approaches the lower limit of its movement. During the said downward stroke of the piston 4 the exhaust port 18 is opened so that upon the inrush of the charge of carbureted air from the passage 17 the burnt gases contained in the cylinder, and the ignition 0f which has forced the latter down to the lower limit of its movement will be forcibly ejected from 'the same through said exhaust port 18 and the eX- haust passage 19 which communicates with a suitable outlet. The downward stroke of the piston also serves to compress slightly the gaseous contents of the crank case 2 and passage 17 to an extent so that from the latter there will be delivered into the cylinder 1 practically the volume which has been displaced by the down-stroke of the piston. That is to say, the gaseous contents of the crank case 2 and passage 17, whether the same consists of air or carbureted air, will be normally at atmospheric pressure when the piston 4 is at the upward limit of its movement, but will be trapped in said space so that upon the down-stroke of said piston said gaseous contents will be compressed to an extent which would cause the volume thereof displaced by the downstroke of the through an ordinary check valve-controlled port which would open and close in accordance with the reciprocation of the piston, but is preferably introduced through the p ort 20 which communicates with the induction port 11, and is controlled by the piston 4, being uncovered as said piston approaches the upper limit ofv its movement.

The fuel is supplied to the nozzle 15 either in the ordinary manner, that is, by vacuum or, preferably, is forcibly projected through said nozzle. To this end the latter communicates by means of the pipe 21 with thel delivery end of a pump 22, a plunger of which is maintained normally at the upper limit of its movement by means of a spring 23 `seated on a projection 24 of 'a housing 25 mounted in any suitable manner upon the base or any suitable part of the motor, and which contains the pump plunger-actuating mechanisms; there ,being a plurality of the latter. The spring 23 bears at its upper end upon the head 26 of'the plunger, and-holds the latter in contact with one end of a rocking lever 27 pivotally mounted between its ends upon a shaft 28 journaled 4in bearings in the walls of the said housing 25. The

other end 29 of the lever 27 and of similar cam surface 32 which is engaged by the outer end of a plunger 33 mounted to reciprocate in a sleeve 34 of a rocking member 35 which is pivotally mounted upon a shaft 36 parallel with the shaft 28, and which is journaled in bearings in the walls of the housing 25. This shaft 36 also carries a cam 37 for each of the several plungers for ac,-

tuating the levers for operating the several pumps. all of said cams being` identical and each comprising a substantially cylindrical member provided with a, surface 38 tangential to the cylindrical face thereof, and disposed in the path of oscillating movement of the plunger 33 so as to reciprocate the latter during oscillation of the member 27 to reciprocate the plunger of said pump. The stroke of the latter is varied as the stroke of the plunger 33 is varied by the degree of oscillating movement imparted to the latter, that 'is to say, such stroke is varied as the arc of oscillation of the member 35 is varied, and further by the variation of the distance of the inner limit of movement of the.

plunger 33 with respect to the shaft 28. It will be obvious, of course, that during the oscillation of the shaft 36, the plunger 33 will receive its longest stroke when positioned in the path of the portion of the surface 38 of the cam 37 which is of longest radius, and said stroke will decrease as the plunger 33 is positioned to be engaged only by the points in the cam surface 38 of less than the maximum radius of the latter. No reciprocal movement whatever will be imparted to the plunger 33 when the latter is positioned entirely out of engaging relation to the surface '38 as the latter is oscillated. l

The foregoing description of the operation of the levers 27 applies with equal force,

tothe operation of the companion levers 30 and 31 for operating the other pumps mentioned; each of said oscillation members 35 being independently adjusted with respect to its cam 37 to occupy any one of a number of positions whereby the stroke of the pump plunger associated therewith is variedl and adjusted, as desired. Said oscillating members 35 are connected by means of links 39, only one of which is shown, with one end of each of a series of levers 42, 43 and 44 suitably pivotally mounted on a part ofthe housing 25, and each of which is adapted to be connected by meansof a suitable connecting rod with a lever to be manipulated by the operator to adjust the position of said respective levers'and the oscillating members Associated` with each of said levers is an indicating hand 45, all of said hands indicating on suitably graduated scales 46, which indicate whether the pump is feedingat all.r and if so, substantially what quantity of liquid is being fedthereby at each stroke.

When the motor is used as an inspiration motor only the pump 22 will be in action, the latter being, as aforesaid, adapted to deliver the low gravity hydrocarbon. The `supply of hydrocarbon liquid to the, nozzle 15 is controlled by a three-way cock 47, the stem 48 of which is adapted to be turned in the direction of the arrow indicated in Fig. 4* to shut off -such supply either in whole or in part, or directing it into the pipe 60 leading to an injection nozzle. Pivotally connected with said stem 48 is alink 49 which is provided in its outer end with a longitudinal slot 50 in which ,a pin or projection 51 engages. The latter is rigid with the lever or arm 52 which is fixed to the stem of the valve 12 so that when said cock 47 is turned to shut olf the supply of hydrocarbon liquid to the nozzle 15 said valve will be turned to its full open position, and will be held in said position. The valve l2 is properly the throttlevalve for the motor when used as an inspiration motor.

1t Will be noted that a rod 53 provided with a longitudinally slot-ted end 54 is engaged with the other arm of the lever 52, and is pivotally connected at it-s other end With the lever which is associated with the indicating hand 45 indicating the amount of liquidbeing delivered by the pump 22. and

that the inner end wall of the longitudinal slot in said rod constitutes a stop for limiting the closing movement of the throttle valve 12 so that said valve becomes positioned automatically to vary the richness of the carbureted air delivered to the'cylinder as the supply of liquid from the pump 22 is increased, the opening of said valve will be similarly increased.

The shaft 36 carrying the several cams 37 is provided at one end With a crank arm which is connected by means of the pitman 56 With the crank pin 57 of the shaft 58 which is geared to the crank shaft 6 by means of suitable spur gears and a sprocket chain, not shown in detail, as being readily understood, so that said shaft 58 will make one revolutionv for each revolution of the crank shaft 6.

The foregoing description relates to the motor when used as a two-cycle single cylinder inspiration engine, and in such use the electric ignition is preferably resorted to; it being obvious that forced feed of the charges into the cylinder is necessary in a motor of this type in order to clear the same of the products of combustion simultaneously with the introduction of a fresh charge in order to. render the device operable. lhile the forced feed hydrocarbon liquid is preferable, it will be obvious, as previously stated, that .the ordinary suction feed may be employed.

hile it is believed that thel operation will be clearly understood from the foregoing Vfirst opening the exhaust port 18,`and allowing the pressure of the charge to be relieved to atmospheric or less, andy immediately thereafter opening` the transfer port 16 for admittinga" charge from the crank case to the passage 17, and which .will sweep out,

the remaining products of combustion and recharging the cylinder with a combustible gas. This sweeping out 'of the existing charge is facilitated by the impinged hot incoming charge against the deflecting surface 8 of the cylinder head, which will deiiectsuch incoming gas into the upper end portlon of the cylmder so as to crown the products of combustion from the lower end of said cylinder through said exhaust port which is still uncovered until the piston has made a part of its return or up-stroke. Upon its up-stroke the newly introduced charge is compressed and atthe proper moment, ignited so that the operation is rcpeated. The. richness of the carbureted air introduced is determined by the position of the indicating hand of the lever controlling the operation of the pump 22. l The plunger 33 associated with said pump would be positioned to bear upon the cam surface of the end 29 of the lever 27 at some place between the ends thereof so that during the oscillation of the cam 37 associated with said plunger-33, the latter would be reciprocated to the extent necessary or desired to deliver predetermined quantities or charges of hy-` drocarbon liquid from the pump 22 through the nozzle 15 into the carbureting chamber controlled by the valve 12.

The forced feed of hydrocarbon liquid might also be employed in 'a two-cylinder four-cycle engine in which one nozzle would supply two cylinders alternately; the operation of the latter being, as usual, in fourcycle engines; specific illustration being omitted as superfluous in view of the knowledge of the persons skilled in the art to which this specification is addressed.

Having now described the motor as it operates when used as an inspiration motor, I will next describe the same as it operates when converted into an injection motor, utilizing only low gravity hydrocarbon liquid.

Referring now to Fig. -5- illustrating the three-way cock 47 it will be noted that when the valve plug is positioned, as shown 'in Fig. -1- and Fig. -5-, communication is established between the pipe 21 and the nozzle 15-which communicates with the branch 55 of the housing of said valve through the passage 56 in the latter. The diameter of said passage 56 is slightly greater than the distance between the passage 57 leading to the nozzle 15 and a relief opening 58 in the valve housing Vso that as said valve is turned to shut off the supply of hydro-carbon to the nozzle 15 said passage 56 will communicate simultaneously slightly withboth the passages 57 and 58, the pose of this being to prevent the bursting of a pipe, or injury t0 -the pump 22 by hydrostatic pressure due to entirely sealing the outlet from said pump. The valve 47 is also provided with a cutaway portion 59 which communicates with the passage 56, and is adapted, as said Valve is turned in the direction of the arrow of Figs. -1- and -5-, to establish communication between'the pipel 21 and a pipe 60 which connects with a .pipe 61 leading from the pump 30 to a fuel injection nozzlel 62; the pump 30 being, it will, be remembered, adapted to supply low gravity hydrocarbon liquid. It will thus be seen that when the valve 47 is turned to the last-named position, and assuming that the pump 22 is in operation, that the hydrocarbon liquid from the pump 22 will be delivered into the injection nozzle 62 either alone or si'n'lultaneously with oil delivered froln the pump`30, but if the pump 22 is not in operation then said connection performs no function other than is performed by the stem 48 of the valve 47 in determining the position of the throttle valve 12.

Assuming now that the pump 22 is out ot pura part of the charge will be deflected into the f chamber 3 and the remainder downwardly from the said cylinder head.

Integral and parallel with the cylinder l` and contiguous to the lower end of said cylinder is a second cylinder 66. containing a piston 67 which is connected by means of a link 68 with an oscillating arm 69 which is mounted at one end on the rock-shaft 84 carried by an extension 7 0 of the crank case 2, said arm 69 being connected at its other end with a link 71 pivotally secured at its upper end to the upper end portion of the pitman 5, and which is free to swing laterally relatively to said pitman` Said lever 69 is obviously oscillated in accordance with the reciprocations of the piston 4 to `impart reciprocatory motion sto the piston 67. The said cylinder 66 is provided with a pluralitv of small induction ports 72 extending to atmosphere and which are uncovered as said piston 67 reaches the lower limit of its movement whereupon air will rush linto the same, and will be compressed to a` very high degree and in excess of the compression of the charge in the cylinder 1 during the up-stroke of the'piston in an obvious manner. Said piston67 is provided with a central passage 7 3 extending` downwardly from its upper end and this communicates with a lateral port 74 in the lower end portion of the piston which is adapted to register with the outlet port 75 in the cylinder wall as said piston 67 attains the upper limit of its movement. The port communicates with a passage 76 parallel with the cylinder axis and communicating with a pipe 77'delivering into the air passage 65 of the nozzle 62. The air compressed in said cylinder 66 will obviously attain a high-temperature during compression, but upon the sudden expansion of the same as it enters the passage 76 it will cool to a certain extent, and in order that its temperature may be relatively high as it reaches the nozzle 62, the said passage 76 extends through the exhaust port or passage 19.

This location of the pump is important in order that the air delivered therefrom may have the shortest possible travel to the nozzle 62 while passing through a heating zone for increasing its temperature during passage. It will be obvious also that this pump will be cooled by the inrushing air.

It will be seenthat the said pump 66, 67 is atall times in `operation whether the motor be operated as an inspiration or injection motor or partly both, but when it is operated as an inspiration motor exclusively and the cock 47 is in the position shown in Fig. 1- the said pump merely introduces an added supply of hot air preceding ignition of the carbureted air contained in the cylinder.

Obviously owing to the higher pressure of the air thus projected from the nozzle 62 than the pressure of the charge contained in the cylinder 1 when the piston in the latter is at the upward limit of its movement, said air will rush into said cylinder, thus increasing the pressure of the charge therein, but its principal function is toeifect a sudden and intense atomization and vaporization of the fuel charge injected into the nozzle 62 by the pump 30. The pump 80 is so timed with respect to the position of the piston 67 and the piston 4 as to inject this fuel charge into the nozzle 62 previous to the attainment of the upper limits of the movement of the pistons 4 and 67 so that at the moment that the piston 67 attains the upper limit of its movement the air trapped in theicylinder 67 under excessively high pressure will be very suddenly and with lgreat force projected into the nozzle 62, and against the charge of fuel filling the passage 65 therein. The force, temperature and volume of the air thus introduced into the nozzle 62 from the pump 66 will not only atomlze but vaporize the fuel charge and project the same forciblv into the cylinder l in such a manner as to effect a thorough and rapid distribution of the same therein, and thus effecting a higher speed of flame propagation permitting the attainment of a higher piston speed than would be possible with ordinary direct means of fuel injection. Ignition of this charge lnay result automatically from the high temperature and high degree of compression of the charge, and the high temperature of the cylinder walls and wall of the heat chamber 3, or may ube accomplished by ignition in the ordinary way through the medium of the spark plug 9, or the like. It `will be seen that the heating chamber is protected by a surrounding housing or jacket 78 to prevent the radiation of heat therefrom under economic pressures, the housing being provided with an operative valved cover 79 for permitting the passage of a current of air around the heating chamber 3 for regulating the temperature thereof. The motor is adapted to be primarily used as an inspiration motor, and when s0 used the combustion of charges of carbureted air will heat the wall of the chamber 3, and obviously also the contiguous cylinder walls to a .high degree whereafter the conversion of the motor from an inspiration to an injection motor may be accomplished.

lVhen u sed as an injection motor, as last above-described, the etliciency of the motor .will be vastljv increased by the introduction of water into the cylinder following the expulsion of each explosive charge, the purpose of such timing of the introduction of water being to utilize some of the generated heat of the exhaust gases for decomposing with water to its elements of oxygen and hydrogen with carbon to form carbon dioxid which is thereupon discharged from the cylinder with the products of combustion, thus maintaining the cylinder walls clean, and maintaining the motor efficient to the highest degree. The water is introduced in such quantity as-may be found desirable by means of the pump controlled by the lever 31.

By reference to Fig. -1 it will be seen that when the Crank'pin of the crank shaft 6 is at the upper limit of its movement, as is also the piston 4. that then the crank pin 57 connected with the pitman 56 for oscillating the shaft 36, is positioned to have almost attained the lower limit of its movement. By now referring to Fig. -3- it will be seen that until the said crank pin 57 has attained the lower limit of its movement the cams 37 are moving in a direction to cause the surfaces 38 thereof to move away from the plungers 33 so that the pump plungers are at rest. .As the piston 4 is moving toward the lower limit of its movement and just preceding the opening of the exhaust port 18 of the cylinder 1, the pumps which' are in operation at this time will make their effective or delivery strokes so that the injection of water will be eiected through the port 80 which is connected by means of the pipe 81 with the delivery end of the pump actuated by the lever 31. The high temperature within the cylinder 1 will cause the water thus introduced to be instantaneously decomposed, as aforesaid, with the results above set forth. However, if the temperature within the cylinder should not be sufiicient for this instantaneous composition the water thus introduced would be at least converted into steam or vapor which would be distributed through the cylinder with the incoming charge of air or gas, or both, and would, upon the ignition of this first charge with which it is commingled, be decomposed with the results heretofore set forth.

The several liquids introduced by means of the pumps above referred to are conducted from suitable containers by gravity,

' pressure, or otherwise, or suction of the pump from supply tanks into the storage chambers 83 from which they are taken into the several pumps or pump chambers through a suitable check valve containing inlet ports, and from which they are provjected through suitable valve-controlled outlet orts. l

verted from an inspiration to an `injection motor will be readily understood from the foregoing description, and I will now proceed to describe how such conversion may be gradually effected during the operation of the motor. l

As previously stated, when the motor is icarbon liquid, then .the valve controlling the suply of high gravity hydrocarbon, such as gasolene, is rendered inactive by moving the indicating hand associated with such pump to indicate zero on the dial.

Going back now to the operation of the motor as an inspiration motor conversion to injection motor is effected as follows:

The indicating hands associated with the l he operation of the motor when conas both the pumps for supplying hydrocarbon liquids are simultaneously active, and the cock 47 remains in theposition shown in Fig. 1-, the motor is acting both as an inspiration and an injection motor. Without varying the proportions of the two hydro-carbon liquids, but turning the valve 47 so as to shut off the nozzle 15, both hydrocarbon liquids will be introduced through the pipe 61 into the injection nozzle 62,

whereupon the motor is acting purely as an injection motor, using a mixture of high and low gravity hydrocarbons. It is obvious the supply of one or the other of the hydrocarbon liquids may be shut off or their proportion varied as desired.

One of the great advantages of utilizing a mixture of hydrocarbons when the motor is acting as a combination of injection and inspiration motor is that the inspired charge may be of such a lean nature as to be below the point of self ignition at the temperature prevailing within the cylinder, but this inspired charge being distributed throughout the combustion chamber of the ,cylinder at the time of injection of the fuel through the nozzle 62 against the hot wall which will effect ignition of the injection charge impinging against the hot wall, the temperature will be instantaneously raised to a point suicient to ignite the more lean charge, and thus spread the fiame throughout the entire ignition chamber to accelerate combustion. Having thus described the main elements and operation of the motor, reference will Abe had to some details which have not heretofore been particularly described. The nozzle 15 conslsts preferably of an elastic metal tube of the butt joint type having the joint 15a therein normally closed, and which is opened by the expansion of the tube due to K the pressure exerted interiorly of the nozzle by the forcible introduction of the liquid charge into the same so that the fuel will be delivered from the nozzle in a very ne film which will be instantaneously atomized and vaporized and absorbed by the inrushing air.

It may be desired to vary the. timing of the charge of air injection from the cylinder 66 into the nozzle 62.

Referring now to Fig. -1-, it will be noted that the shafts 84 on which the lever 69 is pivotally mounted is carried in a pair of eccentrics 85 journaled in bearings in the side walls-0f the extension portion 70 of the crank case 2. Associated with the said eccentrics is a lever or handle 86 which is provided in its outer end with a set-screw adapted to engage in the arcuate slot 87 of a segmental projection S8 mounted upon said extension portion 70. By turning said eccentrics 85 the pivotal aXis of the lever 69 may be raised or lowered, thereby obviously accelerating or retarding the time of opening of the exhaust port 75.

I claim as my invention:

l. Inan internal combustion engine, means for forcibly feeding hydrocarbon for producing carbureted air, means for introducing air into the motor by inspiration, and an air compressor for injecting air under pressure, a hydrocarbon discharge nozzle associated With each of said air-supply means, and a single valve for controlling the supply of hydrocarbon to said respective nozzles.

2. In an internal combustion engine, a plurality of pumps for forcibly feeding hydro-carbons of different gravities and Water, respectively, an air inlet for admitting air by inspiration, a hydro-carbon discharge nozzle located to deliver hydro-carbon from one of said pumps into the path of admitted air, an air compressor discharging into the engine cylinder, a hydro-carbon discharge nozzle located to deliver hydrocarbon into the path of said compressed air and connected with the several hydrocarbon supply pumps, a single actuating member common to all of said pumps, and manually operable means associated with each of said pumps and said actuating member for throwing the latter into or out of actuating relation to said pumps.

8. In an internal combustion engine. a plurality of pumps for forcibly feeding h vdrocarbons of different gravities and water, respectively, an air inlet for admitting air by inspiration, a hydro-carbon discharge nozzle located to deliver hydro-carbon from one of said pumps into the path of admitted air, an air compressor discharging into the engine cylinder, a hydro-carbon discharge nozzle located to deliver hydrocarbon into the path of said compressed air and connected with the several hydrocarbon supply' pumps, a single actuating member common to all of said pumps, and manually operable means associated With each of said pumps and said actuatingl member for throwing the latter into or out of actuating relation to said pumps, and a single manually operable valve for controlling the supply from one of said pumps to both said hydrocarbon discharge nozzles.

4. In an internal combustion engine, a pump for feeding low-gravity hydro-carbon, a pump for feeding high gravity hydrocarbon, a pump for feeding Water, connection between the latter and the engine cylinder, an air suc-tion port, a hydrocarbon discharge nozzle therein, an air compressor discharging into the cylinder, a hydro-carbon discharge nozzle for feeding hydro-carbon into the path of the compressed air, valvecontrolled connections between both nozzles and the low gravity hydrocarbon pump, for manually directing and controlling the feed from either or both said nozzles, connection between the last-named nozzle and the high gravity hydro-carbon supply pump, a single actuating member common to all of said pumps, and manually operable means associated with each of said pumps and said actuating member for throwing the latter into or out of actuating relation to said pumps.

5. In an internal combustion engine, a pump for feeding low-gravity hydro-carbon, a pump for feeding high gravity hydro-carbon, a pump for feeding Water, connection betiveen the latter and the engine cylinder, an air suction port, a hydro-carbon discharge nozzle therein, an air compressor discharging into the cylinder, a hydro-carbon discharge nozzle for feeding hydro-carbon into the path of the compressed air, connections between both nozzles and the lo\v gravity hydrocarbon pump.

6. In an internal combustion engine, the combination with means for effecting induction of air into the cylinder and means for feeding fuel into the path of said air, said means including a tubular nozzle composed of an elastic metal. said nozzle being split longitudinally and the opposing walls of the slit normally abutting against each other to prevent the passage ot' tiuid therefrom. ot' a pump for delivering a predetermined charge of hydro-carbon under pressure to said nozzle. said charge adapted to forcibly expand said nozzle and open the slit therein for projecting a charge of hydrm'arbon into the path of the air entering the cylinder.

In testimony whereof I have signed my name in presence of two subscribing Witnesses.

GOTTLOB J. BRAITING. IVitnesscs M. M. Borne,

H. OPPENIIEIMER. 

